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WO2008084024A2 - Procédé et dispositif pour mesurer une position angulaire des pôles d'une rame de train à sustentation magnétique - Google Patents

Procédé et dispositif pour mesurer une position angulaire des pôles d'une rame de train à sustentation magnétique Download PDF

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Publication number
WO2008084024A2
WO2008084024A2 PCT/EP2008/050085 EP2008050085W WO2008084024A2 WO 2008084024 A2 WO2008084024 A2 WO 2008084024A2 EP 2008050085 W EP2008050085 W EP 2008050085W WO 2008084024 A2 WO2008084024 A2 WO 2008084024A2
Authority
WO
WIPO (PCT)
Prior art keywords
voltage
vehicle
stator
magnetic levitation
pole
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2008/050085
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German (de)
English (en)
Other versions
WO2008084024A3 (fr
Inventor
Robert Schmid
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Priority to CN2008800019744A priority Critical patent/CN101578194B/zh
Priority to US12/522,552 priority patent/US8085037B2/en
Publication of WO2008084024A2 publication Critical patent/WO2008084024A2/fr
Publication of WO2008084024A3 publication Critical patent/WO2008084024A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B60L13/06—Means to sense or control vehicle position or attitude with respect to railway
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the invention relates to a method for measuring the pole angle with the features according to the preamble of claim 1.
  • Pollay measuring devices for magnetic levitation vehicles for measuring the pole angle are for example used in the Transrapid.
  • the Transrapid uses a mixed incremental / absolute positioning system that uses reference marks and the grooves of the trackside stator to locate the magnetic levitation vehicle. From the knowledge of the position of the traveling field winding relative to the travel path and the phase position of the stator currents, the pole position information is obtained as the difference between electrical and mechanical angle.
  • this previously known method is dependent on the basis of this difference on a real-zeitfahigen highly ubertragungskanal from the vehicle to the stationary fixed ⁇ drive control.
  • the present invention seeks to provide a method for measuring the pole position of a magnetic levitation vehicle that delivers very accurate results even at a low vehicle speed or when the vehicle is stationary and yet easy and inexpensive soubuchbar.
  • the magnitude of the vehicle-side carrying magnet current and thus the carrying magnet field is changed over time and a voltage induced in the stator by the time change of the magnitude of the carrying magnetic field is detected and the pole angle is formed with the voltage measured values of the induced voltage.
  • a temporal change in the size of the vehicle-side supporting magnet current for example, by a temporal ⁇ n ⁇ alteration of the amplitude of the peak value or the RMS value of the current carrying magnet or by modulation of the
  • An essential advantage of the inventive method is the fact that this can be carried out even at very low vehicle speeds and even when the magnetic levitation vehicle, because - in contrast to the previously described prior art methods - no movement of the magnetic levitation vehicle for a pole position measurement is necessary; because according to the invention, a magnetic flux change due to a relative movement between the support magnet and the stator windings of the trackside stator is not exploited, but an induction in the stator windings due to a change in the size of the supporting magnetic field.
  • Another essential advantage of the invention is that it comes from expensive technical equipment ⁇ out , because only voltage readings at the stator connections must be measured and evaluated.
  • the trackside stator measured applied voltage induced in Anhe ⁇ ben and determined with these voltage measured values of the angular pole position becomes.
  • the basic idea with this advantageous embodiment is that a magnetic levitation vehicle induces a voltage during the lifting process in the stator windings.
  • the supporting magnetic field is built up, wherein the magnetic flux constantly increases, but the vehicle does not lift off, because the magnetic force is still smaller than the weight of the vehicle; Consequently, the vehicle can not move in the direction of travel yet.
  • the voltage system induced in the stator windings is accordingly a frozen three-phase voltage system corresponding to its phase position relative to the location of the vehicle. This three-phase voltage system, or its effects, can be connected to the connection or
  • Clamps of the stator are measured and used to determine the starting pole. It should be noted that a pole position determination without further technical equipment on the vehicle and, for example, only by an extended software in the Drive inverter, with which the trackside stator is driven, can be performed.
  • the lifting of the magnetic levitation vehicle is detected on the course of the voltage applied to the stator terminals of the trackside stator induced voltages. For example, it is concluded that a lifting of the magnetic levitation vehicle, when the induced voltage for a pre give ⁇ ne minimum time period reaches a predetermined Mmdestschreibswert or exceeds.
  • the vehicle-side carrying magnet current is modulated with a modulating signal and thus an additional modulating magnetic field is generated; the induced modulating voltage applied to the stator terminals of the trackside stator by the additional modulating magnetic field is measured, and the pole angle is determined by the modulation voltage values.
  • the basic idea here is that the measurable at the terminals or terminals of the stator voltages form an amplitude-modulated with the modulation signal and with the respective pole position of the vehicle rotary press ⁇ recognition system.
  • the second variant makes it possible to extend the advantages of the above-described first variant (measuring during the lifting of the vehicle) to stationary hovering operation from standstill to speeds hm above which the Up method described at the outset in connection with the prior art takes effect ,
  • the previously known incremental positioning of the vehicle described in connection with the prior art is completely superfluous for determining the pole position.
  • the modulation signal preferably has such a high frequency that no noticeable force modulation thereby occurs in the carrying magnet;
  • the frequency is preferably selected to be small enough to remain safely below the first resonance frequency of the transfer function of the stator winding of the trackside stator and the track cable network.
  • Em suitable frequency range is for example between 20 Hz and 2 kHz.
  • a temporally asymmetrical modulation signal is generated;
  • a positive signal component of the unbalanced modulation signal has a different time profile than a negative signal component.
  • the modulation signal is an alternating variable with reference to the time axis, unbalanced curve shape, then the uncertainty of the pole-forming information can be eliminated by ⁇ 180 °, because it is possible to determine whether enlargement or reduction of the supporting magnetic field is observed at the respective measuring time.
  • an asymmetrical modulation signal it is also possible to use a device for the time synchronization of the vehicle-side modulation of the supporting magnetic field with the track-side demodulation of the voltage induced in the stator windings.
  • the method it is provided to block a drive converter controlling the stator at specific time intervals if the modulation signals induced in the stator windings can not or only poorly be observed during operation of the drive converter.
  • the pole position is then measured in the "switched off" time intervals.
  • Iq is the modulation signal and T is the period length of the modulation signal.
  • the invention also relates to a pole position measuring device for measuring the pole position of a magnetic levitation vehicle, comprising an evaluation device having voltage values relating to the voltage on the trackside stator, the pole angle between a reference axis of the stator and a reference axis of the stator Magnetic levitation vehicle determined.
  • a pole-measuring device for measuring the pole position of a magnetic levitation vehicle, comprising an evaluation device having voltage values relating to the voltage on the trackside stator, the pole angle between a reference axis of the stator and a reference axis of the stator Magnetic levitation vehicle determined.
  • the present invention seeks to provide a Pollagemessemcardi that delivers very accurate results even when the vehicle is stationary or at a low vehicle speed and yet is easy and inexpensive to produce.
  • the evaluation device comprises a data processing device which, due to a temporal change in the size of the vehicle-side carrying magnet current and due to the temporal change of the supporting magnetic field in the track-side stator detected voltage detected and determined with the voltage measured values of the induced voltage, the pole angle.
  • the evaluation device is designed such that it detects a lifting of the magnetic levitation vehicle at a standstill magnetic levitation vehicle, that measures applied when lifting the StatoranQueryen the trackside stator in ⁇ -induced voltage and determined with these voltage measurements to the angular pole position.
  • the evaluation device determines the lifting of the vehicle on the basis of the voltage measured values at the stator terminals of the trackside stator.
  • the polling measuring device may have a vehicle-side modulation device, which is suitable for modulating the vehicle-side carrying magnet current with a modulation signal and thus to produce an additional modulation current magnetic field.
  • FIG. 1 shows a magnetic levitation vehicle for general Erläu ⁇ esterification
  • 2 shows a support magnet of the magnetic levitation vehicle and a stator according to FIG. 1 in detail
  • FIG. 1 shows a magnetic levitation vehicle for general Erläu ⁇ esterification
  • FIG. 3 shows a first exemplary embodiment of an inventive pollination measuring device in which the pole angle is determined during the lifting of the magnetic levitation vehicle
  • FIG. 4 measured value course of the polling measuring device according to FIG. 3,
  • FIG. 5 schematically shows the determination of the pole angle by means of pointer measurement variables of the voltages induced in the stator windings
  • FIG. 6 shows a second exemplary embodiment of an inventive polling measuring device with a vehicle-side modulation device
  • FIG. 7 shows an asymmetrical modulation signal of the vehicle-side modulation device according to FIG. 6.
  • FIGS. 1 to 7 For the sake of clarity, the same reference numerals are used in FIGS. 1 to 7 for identical or comparable components.
  • FIG. 1 shows the front area of a magnetic levitation vehicle 10, which is located on a magnetic levitation railway line 20. From the magnetic levitation railway line can be seen in Figure 1, a trackside stator 30, which is equipped with stator 40 and Stator leoparden 50. In the stator 40 are not shown in the figure 1 magnetic coils for generating a stator magnetic field.
  • the fundamental wave of the stator magnetic field is identified by the reference symbol S in FIG. By the arrangement or the position of the magnetic coils, a magnetic reference axis Bs of the stator 30 is defined.
  • stator 30 extends over the entire length of the magnetic levitation railway and thus generates - as can be seen in FIG. 1 - the stator magnetic field S also in front of the magnetic levitation vehicle 10.
  • a front support magnet 60 of the magnetic levitation vehicle 10 is shown; it is equipped with Mag ⁇ netspulen 70 which generate a magnetic field for raising support of the magnetic levitation vehicle 10.
  • the supporting magnetic field is identified by the reference symbol T in FIG.
  • a magnetic reference axis Bf of the magnetic levitation vehicle 10 is defined.
  • the support magnet 60 is mounted on a support 110.
  • FIG. 2 shows the track-side stator 30 and the carrying magnet 60 again in greater detail.
  • the magnetic flux of the supporting magnetic field is again identified by the reference symbol T.
  • the air gap between see the support magnet 60 and the stator 30 marked with the reference numeral 200.
  • a first exemplary embodiment of an arrangement with a pole-measuring device 270 is explained below;
  • the pole position is determined when the vehicle 10 is stationary during the lifting process.
  • the Pollagemessemcardi 270 is finally installed trackside from ⁇ .
  • FIG. 3 shows an electrical equivalent circuit diagram for the arrangement with the support magnet 60, the stator windings Ll, L2 and L3 and the Pollagemessein ⁇ chtung 270.
  • the falling at the stator windings voltages are indicated by the reference ⁇ sign ULI, UL2 and UL3.
  • the support magnet ⁇ winding LT is a resistor R in series; the voltage at the supporting magnet winding LT and the resistor R is marked with the reference symbol UT.
  • the electrical control of the support magnet 60 is effected by a vehicle-side control device 250.
  • the track-side stator 30 and the stator windings Ll, L2 and L3 are controlled by a trackside control device 260, which is formed for example by a drive converter or contains such.
  • the pole position measuring device 270 may be completely or partially integrated; In the exemplary embodiment according to FIG. 3, the pole position indicator 270 is instead connected in parallel to the control device 260.
  • the arrangement according to FIG. 3 can be operated, for example, as follows: Before lifting the vehicle 10, this can not move in the direction of travel yet.
  • the voltage system induced in the stator windings is consequently a frozen three-phase voltage system corresponding to the phase position of the location of the vehicle.
  • This three-phase voltage system, or its effects, can be measured at the terminals or terminals A1, A2 and A3 of the stator 30 and used to determine the starting pole position.
  • ⁇ L1, ⁇ L2 and ⁇ L3 denote the magnetic flux in the respective stator windings Ll, L2 and L3, respectively, and wherein
  • ⁇ T (t) denotes the magnetic flux of the support magnet 60 and ⁇ (t) the pole angle between the magnetic reference axis Bs of the stator 30 and that of the vehicle 10.
  • N denotes the number of turns of the stator windings per slot and phase.
  • the induced voltage is composed of two parts, namely, ⁇ (t), which is a transformer component COSf (O) , which is grounded when the magnetic flux of the carrier magnet
  • the transforming component is evaluated, in contrast to methods according to the prior art, in which the translato ⁇ sche component is evaluated. Since the vehicle 10 is still standing during the lifting, the ⁇ ⁇ dcos (f (0) translational component ⁇ ⁇ t) - away, so that only the dt
  • the supporting magnetic field T is built up, with the magnetic flux ⁇ T (t) of the support magnet 60 constantly increasing, but without the vehicle 10 being able to lift because the magnetic force is still smaller than the weight of the vehicle.
  • the measured value profile is shown by way of example with reference to the stator winding Ll and the voltage ULI.
  • the course of the magnetic flux ⁇ l (t) and the gap d between the support magnet and the reaction rail in the upper part of Figure 4 can be seen the course of d ⁇ (t) / dt, which is proportional to the course of the induced voltage ULI (t), and the course of the continuous voltage ⁇ ULl (t) dt are shown. It can be seen that the o induced voltage ULI is approximately constant during lifting.
  • UL2 and UL3 are drawn as pointer measuring variables ULI, UL2 and UL3.
  • the directions of the pointers are given by the three-phase system; the amounts of the hands correspond to the measured values for ULI, UL2 and UL3.
  • a mathematical solution is also possible according to:
  • an evaluation of the Pollagemessein- direction 270 may determine the measured at the terminals of the stator phase voltages Uli, UL2 UL3 and aufintegrieren initially and at the end of Aufmagnetleitersvorgangs from the Integrationser ⁇ gebnissen the Startpollage. It then applies accordingly:
  • the integration can be, for example, integrators Runaway ⁇ leads.
  • Such an approach is very robust, even with long line lengths, as well as any quantization noise from voltage transformers associated with terminals A1, A2, and A3 that produce the voltage values for the pole position measuring device.
  • the end tA ⁇ 0.6 seconds of the magnetization (vehicle lifts for the first time) can be recognized by a sign change of the phase voltages.
  • the change of sign or the voltage reversal are based on the fact that a levitation controller of the vehicle-side control device 250 intercepts the support magnet "flying" to the reaction rail by reversing the voltage, which in turn causes a current-return.
  • the integration is only started when the induced voltage exceeds a predetermined threshold value Umin in order to ramp up the integrator
  • the integration is terminated and the integration value is used to form the phase angle ⁇ .
  • the pole-measuring device comprises a track-side evaluation device 280 and, in contrast to the arrangement according to FIG. 3, additionally a vehicle-side modulation device 300, which is accommodated in the vehicle-side control device 250.
  • the pole-measuring device thus extends to vehicle-side and track-side components.
  • the modulation device 300 is connected to an adder 310, which is additionally connected to a drive converter 320.
  • the modulation device 300 generates a Modulation signal in the form of a modulation voltage Umod (t), which is coupled into the support magnet 60 via the adder 310 and generates therein an additional modulation current Imod.
  • the modulation voltage Umod is an alternating variable with a modulation frequency fmod, preferably between 20 Hz and a few hundred hertz.
  • the modulation frequency is preferably selected to be so large that the rail vehicle does not experience any appreciable deflection in the vertical direction due to mechanical inertia; Also, the modulation frequency should be greater than the alternating voltage induced by the translational motion of the support magnet in the stator windings.
  • the induced frequency due to the movement is approximately 20 Hz, so that the modulation frequency is greater than this value should be.
  • the modulation frequency should be chosen so small that the electrical and magnetic ⁇ cal network still does not cause excessive attenuation and the voltage induced in the stator windings voltage remains large enough;
  • the modulation frequency is below the first resonance frequency of the transfer function of the respective stator winding and the route cable network.
  • I dt dt so that by the modulation current Imod with the frequency fmod is a frequency component .phi.T (fmod) in the supporting magnetic flux and an ent ⁇ speaking frequency component ULI (fmod) is formed in the induced voltage ULI; the induced voltage ULI is thus amplitude modulated by the frequency component .phi.l (fmod) in the carrier magnetic flux.
  • the pole angle ⁇ (t) is then determined according to:
  • GIr (x) denotes an in-phase equal function for the respective signal x; the Gleich ⁇ chterfunktion can be described as follows: Finds example, a mod- lationssignal Imod according to Figure 7 use, the eyes should ⁇ value of the signal x during the longer, positive in the figure 7, part of the period of the signal (0 ⁇ t ⁇ T ' ) with "+1" and during the shorter partial period negative in FIG. 7 (T ' ⁇ t ⁇ T) are multiplied by "-1".
  • a low-pass filter with a cutoff frequency limit ⁇ fmod is subsequently connected downstream, for example. This low-pass filter will Preferably dimensioned so that it does not significantly affect the maximum expected changes in the signal x due to the change of the measured angle ⁇ .
  • the partial field following the synchronization mark is output positively in the vehicle and multiplied by "+1" in the evaluation unit, while the following partial field is negatively output in the vehicle and in the evaluation unit is multiplied by "-1.”
  • the filtering the above applies accordingly.
  • the modulation voltage U mod (t) is preferably a pure alternating variable with, with respect to the time axis, asymmetrical curve shape; Such a course is shown by way of example in FIG. 7.
  • an asymmetrical profile of the modulation voltage Umod it is possible to ascertain during the measurement of the induced stator voltages ULI, UL2 or UL3 whether the carrying magnetic field rises or falls; The uncertainty of the pole information about ⁇ 180 ° which occurs in the case of a symmetrical modulation signal is thus eliminated.
  • T denotes the period of the modulation signal.
  • a real-time reference or a synchronization between the modulated carrying magnet current Imod (t) and the induced stator voltages ULI (t), UL2 (t) and UL3 (t) can be produced, so that it can always be determined from the induced stator voltages whether the Carrying magnetic field rises or falls. If such a real-time reference is present, instead of an asymmetrical modulation signal, a symmetrical modulation signal can also be used without having to assume an uncertainty with respect to the pole formation by + 180 °.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne, entre autres, un procédé pour mesurer la position des pôles d'une rame (10) de train à sustentation magnétique, selon lequel un champ magnétique porteur est généré sur la rame à sustentation magnétique. Selon l'invention, un courant d'aimant de sustentation est alimenté côté véhicule dans au moins un aimant de sustentation et la tension sur le stator (30) côté voie est mesurée et, avec les valeurs de mesure de tension, la position angulaire des pôles (γ) entre un axe de référence du stator (S) et un axe de référence (Bf) de la rame à sustentation magnétique est déterminée. Selon l'invention, la puissance du courant d'aimant de sustentation côté véhicule donc le champ magnétique porteur est modifié dans le temps et une tension (UL1, UL2, UL3) induite par la modification dans le temps de la puissance du champ magnétique porteur dans le stator est saisie, la position angulaire des pôles (γ) étant formée par les valeurs de mesure de la tension induite.
PCT/EP2008/050085 2007-01-09 2008-01-07 Procédé et dispositif pour mesurer une position angulaire des pôles d'une rame de train à sustentation magnétique Ceased WO2008084024A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN2008800019744A CN101578194B (zh) 2007-01-09 2008-01-07 用于测量磁悬浮铁路的磁悬浮车辆的极位置角的方法和装置
US12/522,552 US8085037B2 (en) 2007-01-09 2008-01-07 Method and device for measurement of the pole orientation angle of a magnetic levitation vehicle of a magnetic levitation railroad

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007001479.3 2007-01-09
DE102007001479.3A DE102007001479B4 (de) 2007-01-09 2007-01-09 Verfahren und Einrichtung zum Messen des Pollagewinkels eines Magnetschwebefahrzeugs einer Magnetschwebebahn

Publications (2)

Publication Number Publication Date
WO2008084024A2 true WO2008084024A2 (fr) 2008-07-17
WO2008084024A3 WO2008084024A3 (fr) 2008-12-04

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PCT/EP2008/050085 Ceased WO2008084024A2 (fr) 2007-01-09 2008-01-07 Procédé et dispositif pour mesurer une position angulaire des pôles d'une rame de train à sustentation magnétique

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Country Link
US (1) US8085037B2 (fr)
CN (1) CN101578194B (fr)
DE (1) DE102007001479B4 (fr)
WO (1) WO2008084024A2 (fr)

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DE102006057062B4 (de) * 2006-11-28 2010-12-02 Siemens Ag Verfahren und Einrichtung zum Messen des Pollagewinkels eines Magnetschwebefahrzeugs einer Magnetschwebebahn
ATE489637T1 (de) * 2007-04-26 2010-12-15 Siemens Ag Verfahren zum ermitteln elektrischer parameter eines streckenabschnitts einer magnetschwebebahn
US10620017B2 (en) * 2017-01-31 2020-04-14 Rockwell Automation Technologies, Inc. Curvilinear encoder system for position determination
CN109725221B (zh) * 2019-01-14 2020-11-03 中车青岛四方机车车辆股份有限公司 一种磁浮测试系统和电磁铁测试方法
CN112172535B (zh) * 2020-10-16 2021-10-19 中国人民解放军国防科技大学 一种磁浮列车定位测速测高的方法
US11979203B2 (en) 2021-05-12 2024-05-07 Rockwell Collins, Inc. Linear induction motor excitation modulation based communication
GB2606592A (en) * 2021-05-12 2022-11-16 Rockwell Collins Inc Linear induction motor excitation modulation based communication

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CN2504127Y (zh) * 2001-11-12 2002-08-07 北京控股磁悬浮技术发展有限公司 磁悬浮列车测速、定位与鉴向装置
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Also Published As

Publication number Publication date
CN101578194B (zh) 2012-01-04
DE102007001479B4 (de) 2019-10-10
CN101578194A (zh) 2009-11-11
US20100019763A1 (en) 2010-01-28
DE102007001479A1 (de) 2008-07-10
US8085037B2 (en) 2011-12-27
WO2008084024A3 (fr) 2008-12-04

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